Internal-combustion engine.



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' rrhnxe. snenrnnex AND LEE 0. autumn, of omcaso, rumors; sem snenrnncxassreuoa r sen) cinnzmnn INTERNAL-COMBUSTION ENGINE.

bad to the accompanyin drawings, which form a part of this specication..

.,Our invention has ior its principal ob= Mject, to produce an internalcombustion en glue in which the piston shall receive a pluralityof'successive power impulsesso as to .give a more uniform pressurethroughout the workingstroke than in the ordinary engine.

A further object of our invention is to produce a novel form ofinternal'oombus tion engine which shall be simple and compact. inconstruction and be capable of pro ducing great power.

The various features of novelty whereby our invention is characterizedwill hereinafter be pointed outwith particularity in the claim; but tora full understanding of 80 our inventionvand -of its objects andadvantages, reference may be hadto the following detailed descriptiontakeu'm connection with the accompanying drawings, wherein:

Figure 1 is a'scction taken atright. angles to the axis of an enginearranged in accordance with one form of our invention, the section beingtaken approximately on line 1--1 pfiEigeG; Fig.2 is a section online.-2--2 of Fig. 1; Fig. 3 he side view of the intake=- casting withthe cover removed; Fig. i is a detail showing the circuit I Fig. 5 isaview looking toward the left from the left hand side of Fig. 4; 6 is asection taken approximately on line 6-6 of Fig. 1; and Fig. 7 is asection taken up proximately on line 7-.7 of Fig. 6.-

In the drawings we have illustrated our invention as embodied in adouble acting Y engine having a stationary casing and a rotarycrankshaft. It will of course be understood that our invention is notlimited to this particular form of engine but may be embodied in anyother desired type.

Referring to the drawings, 1 is a closed 56 casing substantiallycylindrical in form and plane a-t-right: angles to its axis and havingthrough openings,

closing device;

.opens a supply Patented May 18,. 191 5.

Application-filed lagvepiber 10, 1918. 56131801300957.

having on-one side a flange, 2, to form the supporting base. The casingmay convenientlybe' made in two halvesclivided on a suitable engagingflanges which may be fas- 60 toned together by studs .or bolts, 4.- Thewalls,.both-the-cylindnieal walls and the end walls, of the casing aremade hollow so as to, provide a series of chambers separated fromeach-other. The interior of the casing c5 is bored: outhso-as to formthe cylinder, 5,, of an-enginei- One ofthe chambers, 6, ex tendsthroughout the entire length of the cylinder and communicates atopposite ends with the opposite ends Off the cylinder 7 and 8. Anothercham ber,9', on the opposite side of the casing communicates with the,interior of the cyl inder through ports, 10'and 11, spaced apartfrom-the ends of the cylinder and closed by 76 suitable outwardlyopening check valves, 12; A third-1 chamber, 13, arranged preferablyjust beside the chamber 6 and having no communication with the latterchamber, v communicates with the interior of the cylinder through ports,14 and 15, entering the cylinders between, the ends and the trans' verseplanes.- passing through the ports 10' y and 1.1. The remainingchambers, 16 and 17, serve to contain water or any other suitablecoelingmeans which will keep the walls and hardest-the cylinder cool.ljlxtendingtransversely through the eylin derflmidwoyi between-the endsthereof is a crankshaft, 20.; In-the'opposite ends of the cylinder arepistons, 21 and22, respectively,- each being connected to the crankshaft by wimitable coxmectinpr vrodt, 23c The parts arepreferably soproportioned that the diameter of the pistonsis,greater than the lengthof stroke so as to permit the structure to be made short and'compact.Each of the chambers 6 and 13 is provided with an inlet yalve, 25,through which a combustible charge may be drawn. In the arrangementshown, the two valves 25 are arranged in a single casing, 26, into whichpipe, 27, thus permitting both of the chambers 6 and 13 to be suppliedwith acombustible mixture through a single ipe. In the chamber 26 thereis also a suitable exhaust valve, 30, adapted to be actuated by a camlever mechanism, 31, driven. in any suitable-way from the crankshaft'soas to cause the valve to be opened when the pistons approach the ends oftheir exhaust strokes. The chamber 6'is provided with a spark plug, 35,or other suitable igniting device and, if desired a similar device maybe em loyed in connection with the chamber 13. he current to theignition device or devices may be controlled by any suitable .timingmechanism illustrated conventionally at 36. The chamber 9 opens toatmosphere through a port, 37 which may lead directly to atmosphere orto a suitable exhaust pipe.

The operation is as follows: Assuming the pistons to be moving towardeach other on a suction stroke, the combustible mixture will be drawninto both the chambers 6 and pass the ports 14 and 15 and thereafteronly 13 and will pass through the ports 7, 8, 14: and 15 into thecylinders. On the return stroke of the pistons the charge in the chamber 13 will be compressed until the pistons that portion of the chargecontained in the cylinder and in the chamber 6 will be compressed. Asthe pistons start on their re turn stroke, or working stroke, thecompressed charge in the chamber 6 will be fired and give a powerimpulse to the pistons. When the pistons uncover the ports 14 and 15,the charge contained in the chamber 13 will be ignited by the hot gasesin the cylinder and a second power impulse will be given to the pistons.We have found that the ignition of the auxiliary charge -by the hotgases in the cylinder actually takes place and therefore no independentigniting device need be placed in the chamber 13, un-

and 11 are uncovered and the combustion gases are exhausted throughthese ports. The relief valve, 30, is now opened so that upon theexhaust stroke of the pistons,

the combustion gases remainingzin the eyl: inder are forced out through.the valve 30. On the next stroke, which is the suction stroke, the cyclewill begin to repeat itself.

While we have illustrated and described only a single successful form ofengine embodying our invention and one in which only two successivepower impulses are given to a piston, we do not desire to limitourselves to any particular form of engine' or to any partlcular numberof successlve power impulses; but intend to cover all iconstituting Inan internal combustion engine, a. cylinder and a pistonreciprocablerelative to each other, a combustion chamber in open counnunication withthe compression end of the cylinder, a second combustion chamber shutoff entirely from the first combustion chamber having a passage leadinginto the cylinder at such a point that it would be covered bythe pistonwhen the latter is at the beginning of its Working stroke and beuncovered by the piston after the latter has partially completed itsworking stroke, means for admitting a combustible mixture directly intoeach of said chambers, and means for igniting the combustible mixture ineach of the combustion chambers.-

In testimony whereof, We sign this speci fication in the presence of twowitnesses.

' FRANK A. SHARPNEOK.-

LEE 0. GILLILAND.

Witnesses:

WM..F. FREUDENREIC-H, 1 Burn E ZETTERVALL.

